Class 100 (Locobase 4979)

Middleweight turn-of-the-century American taken into the Seaboard Air Line as 100 when the GF&A was absorbed.

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html .

Class 101 (Locobase 4978)

Turn-of-the-century American taken into the Seaboard Air Line as 101 when the CH&N was absorbed. Retirement came in 1936.

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html .

Class 102 (Locobase 4977)

Branch-line American absorbed by the Seaboard Air Line when it acquired the GF&A. Still in service in 1929.

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html .

Class 104 (Locobase 9346)

Data from GF&A 5 - 1921 and SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 26198 in August 1905.

A single wood-burning engine supplied by Baldwin with a cabbage stack to roam about the piney branch lines of the GF & A. The total under fuel represents cords of wood.

Baldwin classified the locomotive by their system as 8-30-C-621. On the 1929 SAL diagram, the firebox heating surface area is not given, but the listing shows 11.7 sq ft of arch tubes. By this time the firebox had been converted to coal-burning and the tender held 12 tons of coal.

Class 2 (Locobase 9375)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Produced two in August 1889 (works #2287-2288) and November 1889 (2434-2435), these locomotives were bought by the E & W at the time when it converted from 3 ft to standard gauge. In 1902, Seaboard Air Line bought the E & W, renaming it Atlanta and Birmingham Air Line Railway in 1903. The A & BAL was fully merged with the SAL a few years later.

Class E1 (Locobase 4998)

Small-grate and relatively lightweight Americans used, presumably, on branch lines.

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html .

Class E16-B3 (Locobase 9351)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

One of the most striking features of this diagram book is the quality of the diagram - it has an etched look as if it were illustrating a book published 75 years before. The copperplate lettering of the diagram and the printed script of the measurement descriptions lend their own grace to this utilitarian document.

In this instance, the diagram shows small Eight-wheelers (Baldwin works #7120-7121, 7386, 7695-7696) that were supplied over a four-year period from January 1884 to 1888. By the time of the 1918 book, the 25 had been sold to the Ocala & Northern (in 1910) and all the others but 24, now renumbered 217, had been scrapped. 217 was retired in March 1919.

Unusually for an antebellum Southern railroad, the R & G was completed to the standard gauge. The R & G moved in and out of bankruptcy in the 1840s and was a major CSA line from Raleigh to Richmond during the Civil War. In 1899, as reported by the New York Times, a company meeting to be held on November 1899 had as its purpose "....considering a change of its corporate title of "The Raleigh & Gaston Railroad Company" to "Sea-any other name that may be selected and Board Railroad Company" or agreed upon."

Class E16-B7 (Locobase 9352)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

This engine was taken into the Seaboard in 1899 and renumbered in 1911.

Class E16-B8 (Locobase 9353)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

There were several locomotives in this general numbering range supplied by Baldwin to the G C & N in 1889-1890. The example whose dimensions are shown in the specs (road #3, works #10462) had 62" drivers. In all likelihood, road numbers 1-2 (works #9045 in February 1888 and 9470 in September) were quite similar although rolling on 63"drivers; these were delivered in 1888.

Four more (works #10658, 10662 in February; 11278, 11309 in October) were delivered to the G C & N in 1890 as road #503-506. 503-504 had 63" drivers, 505-506 ran on 55" and were obviously meant for freight work.

Seaboard sold the 505 (works 11309) to the Tellico Railway in 1903 as their #20; that Kentucky railway had at least 5 names, the last being the Athens & Tellico. In 1911, the Louisville & Nashville bought the A & T and finally scrapped the 20 in 1913.

Class E17-D1 (Locobase 9355)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Produced singly in September 1889 (works #2282 and 2254) for the SAL, these two mixed-traffic Eight-wheelers had the typical dimensions and power for the time.

Class E40-E (Locobase 9356)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

This sextet of Eight-wheelers came in three pairs, each with a different driver diameter. Works #8769-8871, produced in September 1887, had 63" drivers; they soon came under the Raleigh & Gaston and changed their road numbers from 31-32 to 223-224.

Their old numbers were assumed by 9716-9717, which were produced in January 1889 with 61" drivers; they later wore Seaboard Air Line 421-422. 422 was sold to the Aberdeen & Asheboro in June 1902 as their 32.

10456-10457, produced in November 1889 with 62" drivers, took 33-34, then 423-424 when they were taken into the SAL in 1900. 424 was destroyed in a December 1905 wreck and 423, after renumberings as 506 and 127, was sold for scrap to W Z Williams in October 1917.

Class E45-E3 (Locobase 9358)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives. Works numbers were 10910, 10926 in May 1890, 11264 in October, and 11898, 11901, 11919 in May 1891.

This railroad was the mainline of what would soon be called the Georgia & Alabama and it purchased these six Ten-wheelers for mixed-traffic duties. The last three had out-of-sequence -- road numbers 120, 119, and 121 -- for some reason. They were all named as follows: B. P. Hollis, J. E. D. Shipp, Dupont Guerry, E. B. Lewis, Charles F. Crisp, and John B. Felder.

When the G & A was folded into the Seaboard Air Line, these engines were respectively renumbered 149, 150, 118, 120, 119, and 121.

Class E45-E4 (Locobase 5000)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives. (See also 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html.)

Richmond's order for this trio was filled in a block (works #2578-2580). A little bigger than earlier Georgia Ten-wheelers, these engines were of a piece with the earlier designs. They had the narrow firebox dropped between the axles, although the driving wheelbase was a bit longer and the boiler a bit higher pitched.

They were all taken into the Seaboard Air Line as their 125-127 in 1901.

Class E50-G3 (Locobase 4996)

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html and SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

A comparison between this class (works #4930-4931, 4963-4965) and the I-10 (Locobase 4995) suggests that the latter is a Ten-wheeler version of this engine. This American-type engine seems intended for passenger service on the main line.

Class E55-G (Locobase 4983)

American-type with small grates.

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html . B Rumary's summary of Richmond production, supplied by Allen Stanley in March 2004, showed 2459-2470. At the time of later renumbering, two of the 12 had already left the SAL.

Class E6 (Locobase 4993)

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html . According to a compilation of Cooke locomotives by B.Rumary (25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND) and supplied to Locobase by Allen Stanley in March 2004, works numbers were 2415-2416 (December 1898).

Among the last of the small-grate Americans used, presumably, on branch lines. Note the relatively low axle loading. Continuing the line of passenger locomotives supplied to the FC & P, this duo (works #2415-2416) produced in December 1898 had an unusually long stroke for an Eight-wheeler. Angus Sinclair, writing in Railway and Locomotive Engineering, March 1899, p.131, told readers that he had been curious about the long stroke and wrote to Mr T A Phillips, the F, C & P's assistant general manager about how they were performing.

Quite well, said Phillips. Why? The railroad decided to decrease cylinder diameter and lengthen stroke about 4 years earlier, and "...results attained have been far beyond our expectations." He explained that lengthening stroke by 2" to 26" in earlier designs had shown reduced coal consumption and better power, then commented: "The last two engines we had built by Cooke; had them 18 x 28 inches, and so far they have showed about the same percentage of improvement over the 18x 26-inch ...and they have proven entirely satisfactory to us in every respect. As the fundamental principle of power is leverage, we find these engines with the long stroke give us better satisfaction than any other, as we get more leverage from them, consequently more power and better results in every way."

Pulling the vestibuled New York and Florida trains over the heaviest grades (60-80 ft per mile and tight curves, the engines were able to average 40 mph with 7 vestibuled Pullmans. On a part of the road with light grades, the same engines ran 80 miles and made five stops (for railroad crossings and drawbridges) in 2:10 pulling 14-car trains, of which 5 cars were sleepers.

The long stroke wasn't the only source of such improved results, he thought it "perhaps fair to say." In addition, "...the outside and inside lap and size of ports [in the slide valves] have a great deal to do with their satisfactory performance."

A Georgia railroad history site -- http://www.railga.com/flcenpen.html (visited 11 August 2004)-- tells us that the FC & P was created out of the bankrupt remains of the Florida Railway & Navigation in 1889. The FC & P ultimately ran a railroad through from Jacksonville to Columbia, SC and in a rather dense network in Central Florida. It was bought by the Seaboard Air Line in 1899 and formally merged with the SAL in 1903.

Class E60-E5 (Locobase 9359)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Rogers works numbers for this quartet included 5065 (October 1895) and 5101, 5156-5157 (December 1895). The figure given for total heating surface in the 1918 book seemed awfully small at . The 1907 book supplies the value (1,404 sq ft) used in the specs.

The FC & P's layout resembled the state it primarily served in skeleton. The original line -- Tallahassee Railroad -- went from that city to St Marks and opened in 1837. Several amalgamations and name changes later, the FC & P on the eve of its merger with the Seaboard Air Line in 1903 had a Western Division -- Jacksonville to Chattahoochee -- and a Southern Division -- Fernandina (on the Atlantic Coast north of Jacksonville) to Cedar Key (across the peninsula from Daytona).

Class E60-G1 (Locobase 4981)

Small class of Americans delivered at the same time as the Baldwin G2. These had slightly larger grates, but they still seem awfully small for the boiler.

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html .

Class E60-G2 (Locobase 4980)

Relatively high-drivered class of Americans with small grates. They operated until the last retired in 1933.

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html .

Class T55-E2 (Locobase 9357)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 9351 for a description for the elegant diagrams that held the data for these locomotives.

Richmond (works #2309, 2324-2325, 2371-2373) and Rhode Island (works #2283, 2296-2298) contributed engines to this class of freight Ten-wheelers. Road #105 was later assigned to switcher service and had its boiler pressure reduced to 135 psi.